blessing



(No Model.) 6 Sheets-Sheet' 1.

0. BLESSING.

Patented Nov. 22, 1892.

wvev'c'ov: Osten Bussi MOTOR GAR.

had@

Tn: Nonms'rzsns uo, Pno'roALlrrfo.. WASHING-ron. b, c.

6 Sheets-,Sheet 2.

O. BLESSING.

MOTOR CAR.

'M16/Leases'.

me: Nonms persas co. Hom-umn., wAsmNsToN, u. c.

(No Model.) 6 Sheets-Sheet 3.V

0. BLBssINGj. MOTOR GAR.

No. 486,660. n Patented Nov. 22, 1892.

l|| v lllIIl---lllllllll` l 5f@ Olekonr 'Blasen THE Nonnls PUERS co. worou'mo., wnsnmm'on u c (No Model.)

V6 Sheetzs-Sheet 4. 0. BLESSING.

MOTOR CARP Patentad Nov. v22, 1892.-

' (No Model.

o. BLESSING.

MOTOR GAR.

No. 466,660. Patented Nov.

6 Sheets-Sheet 5.

UNITED STATES PATENT GEEICE.

OSKAR BLESSING, OF DRESDEN, GERMANY.

MOTOR-CAR.

SPECIFICATION forming part of Letters Patent No. 486,660, dated November 22, 1892.

Application filed anuary l1, 1892. Serial No. 417,774. (No model.)

T0 all whom t may concern:

Be it known that I, OSKAR BLEssING, a subject of the King of Saxony, residing at Dresden, in the Kingdom of SaXony,German Einpire, have invented new and'useful Improvements in Tram-Cars, of which the following is a specification.

My invention has reference to improvements in tram-cars and Vsimilar Vehicles propelled by self-contained motors; and it consists in certain novel features in the construction and arrangement of the several operative parts, as fully pointed out in the following specification and claims and illustrated in the accompanying drawings, in which- Figure 1 represents a side elevation, with part broken away, of a tram-car embodying my'invention. Fig. 2 is a sectional elevation looking from the left-hand side of Fig. l. Fig. 3 is a similar View looking from the opposite side. Fig. 4 is a plan or top View. Fig. 5 is a detail view. Fig. 6 is a side elevation showing the application of the brake mechanism. Fig. 7 is a plan view of the same.

Similar letters indicate correspondingparts throughout the several views.

In the drawings, the letter n designates a shaft d'riven from the motor. In this example I have shown two gas-motors L and R. However, it is evident that any other suitable motors could be used.

l e is an intermediate shaft placed parallel with the shaft n and connected with the latter by two sets of transmission-wheels, or, as here shown, by two sets of sprocket-wheels and chains. The wheels 11 7c of one set are proportioned to transmit to the shaft e approximately the same speed that shaft n is driven at, while the wheels c d of the second set are proportioned 4to reduce the speed of shaft e to about one-half of that of shaft n. The wheels o and t' are loosely mounted with respect to shaft n and are respectively secured to the parts A B of a double clutchcoupling. The clutch Z is feathered to the shaft n, and can be caused to engage with either part of the coupling by shifting a lever E', connected with said clutch by a suitable transmitting-gear a b, and thereby ultimately cause the car to run either fast or slow.

In starting the car the lever E is first turned to the left, whereby the clutch Z is thrown into engagement with part B of the coupling, and the shaft e rotates at only onehalf the speed of shaft n. The lever is then turned to the right and clutch Z engages with part A, and the shaft e is driven at the saine speed as shaft n.

It is evident that by setting the lever E to bring the clutch Z in its neutral position the motors will run without propelling the car.

e' is the second intermediate sh aft connected to the shaft e by two sets of transmissionwheels. The one set consists of two gearwheels y y andthe second set of two sprocketwheels f f', connected by a suitable chain. The wheels f and y are loosely mounted on the shaft e' and are adapted to be respectively engaged by a coupling-clutch C, feathered to the shaft a. The clutch is shifted to engage with either of said wheels by a lever F', connected with the said clutch by a suitable transmitting-gear Z m, Figs. 3 and 4t.

When the clutch C is in engagement with the gear-wheel y, the shaft z is rotated in a direction contrary to that in which shaft e rotates, while when the clutch is in engagement with the wheel f the shaft ,z is rotated in the same direction as shaft e.

0f course in place of the chain and the sprocket-wheelsff gear-wheels could be substituted for the purpose of turning the shaft z in the same direction as shaft e.

The motion of the shaft .e is transmitted to one of the wheel-axles w by a suitable train of gears, or by sprocket-wheels h h and a chain,Fig.3. From this axle the motion may also be transmitted to the second axle w by sprocket-wheels X X, connected by a suitable chain. 'lhe wheels, if necessary, could be coupled by rods and cranks in a well-known manner.

It is evident that shaft z could be omitted and the gear-wheels, the., thereon be placed directly on the aXle w.

lVhen two motors, as here shown, or more, are employed, all acting on the same drivingshaft, it is advisable in case but one motor is employed to throw the idle motor or motors out of gear, and this is especially true when gas or petroleum motors are used, which latter rapidly wear out when running idle. To accomplish this, the main shafts of the motors L and R are independently connected to the IOO shaft n bysprocketwheelsg q' and chains p p. The wheels q q', Fig. 5, are mounted loosely on the shaft n and are connected therewith by disks G G', secured to the shafts, and by spring-pressed pawls g g', pivoted to the faces of thc gear-wheels and engaging with notches in said disks. If one of the motors is thrown out of action, the disk corresponding to the second motor turns without aecting the corresponding gear-wheel, and consequently the parts of the motor remain stationary.

The small motors required for the propul- Sion of the car can readily be so arranged as not to inconvenience the passengers.

In starting the car the vehicle is first put to the lower speed, as before described, and then its motion accelerated to the normal speed, while in stopping it is first slowed down. In practice levers are arranged at both ends of the car for permitting the driving-gear to be controlled from either end,this being preferably eected by the movement of a single lever operated by one hand of the engineer, while with the other he can operate an ordinary brake-lever, if required.

In Figs. 6 and 7 I have shown the brake mechanism so constructed and arranged that on applying the brakes the shafts of the motors are thrown out of gear, and at the same time the speed of the motor or motors is controlled by shutting down the governor or governors.

K represents an additional shaft arranged parallel to the shafts n, e, and a, before described. This shaft is made in two parts adapted to be united by a suitable frictioncoupling K, one part of the shaft being capable of longitudinal motion and terminating in a screw-spindle s engaging a nut in the frame of the car. The other part of the shaft is driven from the main shaft n by sprocketwheels 7L h and a chain in the same direction and at the same speed as said shaft n. From the coupling-shaft K motion is trans mitted to the shafts e z and from thence to the axles of the car in the manner before described to impart to the same either a high or low speed and to reverse the direction of motion of the same. The rotation of the screw-spindles is effected by the brake mechanism in such a manner that on applying the brakes connection between the two parts of shaft K is broken at the frictiomcouplng K', and on taking off the brakes the union is again eiected.

.I designates the hand-wheel of the brake mechanism aixed to a vertical spindle J. j is a horizontal longitudinal shaft receiving motion from spindle J and connected by bevel-gears 0 o to a transverse shaft r. At the opposite end of shaft r is axed a sprocketwheel r', connected by a suitable chain with a wheel r2, secured to the screw-spindle s of the coupling-shaft K, whereby the motion of the hand-wheel J is transmitted to said shaft. The shaftj is formed, also, with a worm t, engaging a worm-wheel t', upon the shaft of which is mounted a drum t2. The chain t, Fig. 6, of the drum is connected to the longer arm of a bell-crank lever t5, mounted on a rock-shaft it. On the opposite end of the shaft is a similar bell-crank lever t, suitable bearings being formed in the loosely-suspended brake-slice. The shorter arm of the bell-c rank lever is connected by a rod or chain t7 to the opposite brake-shoe of the second pair of wheels of the truck. The saine brake mechanism is applied to each end of the car. If now the drums t2 be turned to cause their chains to be wound up, the bell-crank levers are turned and the brake-slices drawn against the wheels. It being necessary to have the brake-wheel J located to the right hand of the driver, both at the front and back, the shaft j is divided and the parts connected by suitable sprocket-wheelsj, Fig. 7.

To transmit the motion of the shaft j to the governors of the motors, a screw-thread is formed on the shaft j, to which is fitted a threaded sleeve j2, having an upwardly-projecting arm carrying a transverse barj. Two forked armsj, projecting upwardly from cach end of this bar embrace the valve-stems u of the motors. Between these forks and the governor-disks S are placed coiled springs u. When the brakes are applied, the forks force the springs against the governor-disks, and thereby cause the speed of the motors to be modified.

Suitable mulersfor dcadening the noise of the exhaust-gases may be provided. The water for cooling the cylinders of the motors when gas-engines are used is supplied from suitable receivers located at the top of the car (shown indotted lines in Fig. l) and is kept in constant circulation. The receivers are connected by coiled pipes surrounded by a perforated casing. The air-supply for the motors is drawn through this casing and takes up heat from the pipes and cools the water circulating through the same.

If desired, the hot air or gases from the motors, as well as the cooling water after service, can be utilized for warming the car by causing the same to pass through suitable coils 0r radiators preferably arranged under the seats.

What I claim as new, and desire to secure by Letters Patent, is-

1. In a tram-car, the combination of two or more motors, a continuous shaft, and intermediate gears and ratchet mechanism for each motor, connecting the respective motors to said shaft independently of each other to permit the running of one of t-he motors without aecting the remainder, substantially as described.

2. In a tram-car, the combination of two or more motors, a shaft, wheels mounted loosely upon said shaft and driven, respectively, by said motors, a notched disk for each wheel, secured to the shaft, and pawls carried by said wheels and engaging with the disks for propelling the disks in one direction only, substantially as described.

IOO

IIO

3. In a tram-car, the combination of the shaft n, mechanism intermediate of saidshaft and the'car-axle for transmitting two different speeds to the axle in either direction and for disconnecting said axle from the shaft n, substantially as and for the purpose specified.

4. In a tram-car, the combination of the main shaft n, a shaft e intermediate of the shaft n and the car-axle, a transmission between the two shafts for imparting different speeds to the same, and a transmission between the shaft e and the car-axle for imparting a rotary motion in either direction to the saine, substantially as described.

5. In a tram-car, the combination of the main shaft n, shafts e and a', intermediate of the shaft n andthe car-axle, two sets of transmission-wheels between the shaft n and shaft e for imparting different speeds to the same, a clutch operated by a lever for changing the speeds, two Sets of transmission -wheels between shaft @and shaft z for imparting to the latter shaft a rotary motion in either direction, a clutch operated by a lever for changing the direction of rotation, and a connection between the car-axle and shaft z, substantially as described.

6. In a tram-car, the combination of a motor, a coupling-shaft K K', a transmission intermediate of the motor and said shaft, a connection between said shaft and the car-axle, a brake mechanism, means for coupling and nncoupling the shaft K, actuated from the brake mechanism, and a connection between the brake mechanism and the motor, whereby on applying the brakes the axle is disconnected and the action of the lnotorinodiied, substantially as described.

7. In a tram-car, the combination of a motor, a coupling-shaft K K', provided with a screw spindle s, a connection between said shaft and the car-axle, a brake mechanism actuated by a suitable hand-wheel, a connection between the brake -rod and the screwspindle of the shaft for imparting a longitudinal motion to the same to couple and uncouple the shaft, the chain-drum t2, connected with the brake-blocks, and a connection between the brake mechanism and the governor of the motor, substantially as described.

In testimony thereof I have hereunto set my hand in presence of two witnesses.

` OSKAR BLESSIN G.

Witnesses:

RUD. SCHMIDT, HERNANDO DE Soro. 

